Traction-engine



(No Model.) 5 Slieets-Sheet 1.

B.JA GKSON. TR AGTIQN ENGINE.

No. 502,820. Patented Aug. 8, 1893.

I'YIREEEWKYTITIAVHXTVI fnuentar:

5 N 0 S K O A U R TRACTION ENGINE. No.' 502,820

. Patented Aug. 8,1893.

Witnesses (No Model.) 5 Sheets-Sheet 4.

ls/JA KSON TRACTION ENGINE.-

No. 502,820. Patented Aug; '8, 1893.

(NoModeL) s'sneess-snm ,5.

' B. JAOKSON.

TRAGTIGN-ENGINEe No. 502,820. Patnt'ed lilgt 8, 139-3.

III

i 10 "Ill UNITED STATES- PATENT OFFICE.

BYRONJAOKSON, OF SAN FRANCISCO, CALIFORNIA.

TRACTION-ENGINE;

SPECIFICATION forming part of Letters Patent No. 502,820, dated August8, 1893.

Application filed November 6, 1890- Serial No. 370,497- (No model.)

To all whom it may concern.-

Be itknown that I, BYRON JACKSON, of the city and county of SanFrancisco, State of California, have invented certain new and usefulImprovements in Traction- Engines; and I hereby declare the following tobe a full, clear, and exact description of my invention, such as willenable others skilled in the art to make and use the same.

My invention relates to certain improvements in that class of machineryknown as traction engines, adapted for hauling and also for motive powerto be applied to other machines, and has for its object an increasedefficiency and economy in such engines, also a reduction of their weightin proportion to the power they develop.

The invention consists in the construction,

combination and arrangement of the several parts substantially as willbe hereinafter'described and claimed.

In the annexed drawings illustrating my invention: Figure 1 is a sideelevation of an engine embodying my improvements. Fig. 2 is a plan ofthe same showing the position of the various parts in a horizontalplane. Fig. 3 is a side view of the equalizing gearing for distributingpower to the traction wheels of the engine. Fig. 4 is a section taken online a, b, of Fig. 3. Fig. 5 is a plan of the hydraulic apparatus forcontrolling the steering gearing of the engine. Fig. 6 is a sectiontaken on line 0, cl, through the axis of Fig. 5. Fig. 7 is a partialsection taken on line f, g, of Figs. 5 and 6. Fig. 8 is a sideview ofthe steering wheel of the engine, the central hearing and bow-framebeing in section. Fig. 9 is a horizontal section through the steeringwheel, and side View of the axis and connections. Fig. 10 isalongitudinal section through the bearings of the axle of the steeringwheel. Fig. 12 is a side view of the bracket and springs that supportthe boiler on the rear axle. Fig. 11 is a section on line m, n, of Fig.12, showing the arrangement of the adjusting screws of the bearings ofthe rear axle for tightening the driving chain.

Referring now to the drawings, Figs. 1 and 2, I mount the engine (1)directly upon the boiler (2), and alsoqattach the rear axle (3) to theboiler, so as to avoid as far as possibleframe work of any kind. Toavoid a complication of parts, and to facilitate the application ofpower to all the bearing wheels, I employ but a single wheel (4) infront. This leaves a clear way for belts from the driving wheel (5) whenthe engine is employed for driving other machinery, such as thrashingmachines, pumping machinery, or saw mills. The front extension (104) ofthe boiler (2) I make of thicker plates than other parts, so as toprovide extra strength for attaching the frames (80) extending from theboiler to the axis of the front wheel (4); also forsupportingotherpartsof the m achinerybolted thereto.

The counter shaft (6) is driven from the engine shaft (7) by means ofspur gear wheels, as shown in the side elevation, Fig. 1, and power istransmitted from the shaft (6) by means of pitched chains (8 and 9) tothe bearing wheels (4 and 17), such chains being lighter than otherkinds of gearing, besides, by reason of their flexibility, allow freemovement of springs between the boiler (2) and the'axles on which it ismounted. They also permit considerable play of the bearings of the mainaxle and other connected parts. The chains (8 and 9) become longer byreason of wear. This I provide for by means of devices shown in Figs. 11and 12.

The bracket (10) is bolted to the boiler (2), and connected with ahousing (15) to receive a strong coil spring (11) on which the bracket(10) rests. This spring takes its bearing on the axle (3) by means ofthe cap (13) with extensions (12) planed to fit into the housing (15) asshown in section in Fig. 11. The weight of the boiler thus restson thejournal (14), on which is mounted one of the rear bearing wheels of theengine. This, it may be seen, provides for a free vertical movement ofthe bracket (10), and of the boiler to which it is bolted. There is alsoa horizontal adjustment of the axle (3), as shown in the sectional View,Fig. 11, the housing (15) being moved with reference to the bracket (10)by means of the screw (16), which is threaded in" the lug (18 of thebracket (10). Byturning this screw 16) the housing (15) and axle (3) aremoved forward or back, with reference to the bracket (10) lengthening orshortening thedriving chains (9) shown in Figs. 1 and 2.

The front bearing or steering wheel (4) is mounted on the front axle(19), as-shown in Figs. 8 and 9, by means of a gimbal bearing composedof members as follows: The shell forms a nave or hub for the wheel (4)to receive the spokes, as shown, and is provided on its interior withstrong bosses (21) to receive the studs or pivot pins (22),connectingthe pivoted ring (23) to the shell (20).

Passing through the axle (19) and also through the sides of the ring(23), is a strong cross stud or pivot pin (24), connecting the ring(23), and the wheel (4), to the shaft 19. These members form a gimbal oruniversal bearing for the wheel (4), so that it is free to turn in ahorizontal plane while revolving with the axle (19), and thus permittingthe engine to be steered or directed, as will be more fully explainedhereinafter.

To prevent deviation of the wheel in a vertical plane, I employ a yoke(25) rigidly connected to the shell or nave or hub (20), as shown in thesection, Fig. 12. This yoke being supported by a pivoted bearing (87) tothe strong bow frame (26), holds the wheel (4) rigidly in a verticalplane, but permits it to turn horizontally, as before explained. The bowframe (26), is journaled on the axle (19), as shown, and sustains thefront end of the boiler (2), by means of the brackets (80), as shown inFig. 1. The yoke (25),besides keeping the wheel (L) in a verticalposition, is also employed in connection with other mechanism forturning it in a horizontal plane, to steer or guide the engine, as willbe hereinafter explained.

Referring to the hydraulic apparatus employed for steering the engine,and shown in detail, Figs. 5, 6, and 7, the hydraulic cylinder (27) isof the usual construction; the inlet and escape of water to oppositesides of the piston (28) being governed by the slide valve (29). Thepiston rod (30) has on its end a squared extension (31) that takes itsbearing on the bow frame at (102). To this extension (31) is attached bythe swivel eye bolt (32), a connecting link which is attached at (103),to yoke (25), and by this means to the wheel (4), so that the course ofthe engine is directed by the position of the piston (28), andconsequently controlled by the valve (29). This valve is moved by anattendant who is seated at (34) Fig. 2, within reach of the hand guideor index pointer (35) or, the foot guide lever (36), on the same shaft(37), either or both of which can be used at pleasure. A link orconnecting rod extends from the vertical guide shaft (37), Fig. 2, tothe crank (38), Fig. 7, and this turning the eccentric pin (39), movesthe lever (40), and at the same time the valve rod (41) and valve (29),controlling the movement of the piston (28). As, however, such movementwhen commenced would continue to the extreme stroke of the piston (28),I provide other gearing to govern the range of this steering movement,as follows: The lever (40) has not a fixed fulcrum at the top, but issupported there by a crank (42) on the end of the shaft (43).

a given amount of movement of the hand V gearing produces acorresponding amount of movement of the piston (28), and no more. Thedotted lines a, a, a, a, Fig. 6, show the extreme range of the cranks(38 and 44). In this way the operator or steersman can set the wheel (4)at any required angle with reference to the engine, and thus direct itscourse. To determine the angle of the wheel (4) and the course of theengine, I provide a hand guide or index pointer (35), Fig. 2, the lineof which in all positions will correspond to the course the front wheelis traveling. The water to propel the piston (28) I take from the boilerfeed pump, and if that supply is insufficient in quick turning,connection is made with the bottom of the boiler, so that the supply ofwater under pressure is at all times ample. The water after being usedis exhausted at (47) Fig. 6, and returned to the feed-water supply tank,so that but little heat is lost in thus employing the steam water supplyfor steering the engine. Although I have described herein this hydraulicarrangement for steering, yet I do not specifically claim the same.

Referring now to the means for distributing propelling power to thefront and rear wheels of the engine, I employ equalizing or compensatinggearing as shown in detail in Figs. 3 and 4. The intermediate spurwheels (123) connecting the engine shaft (7) to the wheel (79) beingonly to transmit power and permit arrangement of speed relativelybetween the engine shaft (7) and the propelling or counter shaft (6), nodescription of these is necessary. The object of the devices shown inFigs. 3 and 4 is to transmit an equal amount of power to all the bearingwheels or an unequal amount between them, also to change their speedrelatively, so that the front wheel (4), can be driven at an increasedspeed in making curves, or for any other purpose.

The construction and operation of the gearing are as follows: The strongshaft (6) is mounted in bearings (81) formed in the frame or bracket(82) which is bolted to the shell of the boiler. On this shaft (6) iskeyed the bevel wheel (89) and also the chain or sprocket wheel (84);all other wheels are loose as respects the shaft (6). The driving chains(9) connecting to the rear bearing wheels pass round the two chainsprocketwheels (84 and 85) and the driving chain to the front drivingwheel (4) passes around the chain sprocket wheel (86). The bevel wheel(87) is con nected to the chain sprocket pulley (85) by means of thesleeve (88) and the bevel wheel (89) is connected to the chain pulley(84) by means of the shaft (6), driving the rear bearing wheels (17) asshown in Fig. 2. The two bevel wheels (87 and 89) are driven by thebevel pinions (90) which have their bearings in the spur wheel (91). Thewheel (91) has bearings at (101) on the shaft (6) and is driven by thespur pinions (93) made solid with the two larger spur pinions (97)running loosely on the studs (94 and 95) fitted into and through themain wheel (79). Into the two larger spur pinions (97) meshes the spurwheel (98), and these two into spur wheel (99), attached to the chainsprocket wheel (86), from which the driving chain leads to the frontbearing and steering wheel (4), and the two pinions (93) mesh into thespur wheel (91), from which power is conveyed to the two rear bearingwheels (17). In this arrangement of gearing,

7 when all the wheels are free, power applied to the main wheel will betransmitted to the front bearing wheel (4) and to the rear wheels (17)in the ratio of the spur wheels (91, 93, 97, 99) and with theproportions shown, about as three to one, that is, one third to thefront wheel (4) and two thirds to the two rear driving wheels (17). Ifhoweveralike amount of force and speed is to be transmitted to all thebearing wheels, then a stop pin (100), shown in Fig. 4, is pushed in,and locks the bevel (90) so that the whole train of wheels, with themain wheel (79) and shaft (6), revolve together. It will be understoodthat the relative changes in speed and power, between the rear and frontbearing wheels, can be varied by the proportions of the spur pinions (93and 97) and the wheels (91 and 99).

The engines when not employed for traction purposes, can be applied todriving machinery of any kind, and require no change other thandisconnecting the traction gearing from the engine shaft (5) and placinga driving belt on the wheel (7).

Having thus described the mode of constructing and applying myimprovements to traction engines, what I claim as new, and desire tosecure by Letters Patent, is-

1. In a traction engine,driving chains connecting both the rear bearingand the front bearing and steering wheels to the driving power, so thatall the wheels of the engine may be driven when required, said rearwheels being mounted upon movable bearings so that they can be adjustedto compensate for the wear of the driving chains, together with thesteering yoke, arranged in connection with the front wheel,substantially as described.

2. In a traction engine,-driving chains connecting front and reardriving wheels'to the power so that the front bearing and rear steeringwheels can be driven faster than the rear wheels when all are connectedso as to turn the engine quickly in a curve, the said rear wheels beingmounted upon movable bearings so that they can be adjusted to compensatefor the wear of the driving chains, and said front wheel being mountedon the front axle by means of a gimbal bearing free to turn in anydirection in a horizontal plane, substantially as specified.

3. In a traction engine, connecting chains for driving both the frontand rear bearing wheels so that they may be driven atthe same or atdifierent times and speeds, said rear wheels being mounted upon movablebearings so that they can be adjusted to compensate for the wear of thedriving chains, substantially as described.

4. In a traction engine, the front bearing or steering wheel mounted onfront axle by I means of a gimbal bearing, free to turn in any directionin a horizontal plane or held in a vertical plane by means of a steeringyoke connected to the gimbal by a universal bearing, the said yoke beingsupported at its top by a bow-frame bearing on the front main axle,substantially as described.

5. Ina traction engine, a front bearing and steering wheel connectedwith the driving power mounted on the front axle in the mannerdescribed, a pivoted yoke frame spanning the rim of the wheel at the topand attached by a swivel bearing to a second bow frame hinged on themain axle, a wheel connected with the steering gear and capable ofturning in any direction in a horizontal plane, substantially asdescribed.

6. In a traction engine, a front bearing and steering wheel, connectedwith the driving. power and mounted on the front axle by means of agimbal bearing, a pivoted yoke frame supporting the rim'of the wheel atthe top and attached by a swivel bearing to a second bow frame hinged onthe main axle and a hydraulic piston connected to the yoke frame so astoturn the wheel about its vertical axis and thus steer the engine,substantially as described.

In testimony whereof I have hereunto affixed my signature in thepresence of two witnesses.

BYRON J AOKSON. Witnesses:

ALFRED A. ENQUIST, W. D. BENT, Jr.

